Transmission gearing



June 24, 1941.

C.- D. PETERSON ET AL TRANSMISS ION GEARING Filed Feb. 7, 1940 2 Sheets-Sheet l ATTORNEYS June 24, 1941.` c. D. PETERSON ETAL 2,246,636

TRANSMISSION GEARING Filed Feb. '7, 1940 2 sheetsfsle'c 2 INVENTORS.

ATTORNEYS. A

Patented June 24, 1941 TRANSMISSION Giannino Uarl 'Dl Peterson and Elmer J. Barth, Toledo,

Ohio, assignors to Spicer Manufacturing Corporation, Toledo. Ohio,` a corporation of Virginia Application February 7, 1940, Serial No. 317,724

3 Claims.

This invention relates to change-speed transmission gearing, and has for its object a compact arrangement of selectively operable trains of gears between the input, counter and output shafts, whereby a maximum number of gear shifts may be obtained within a given axial length.

More specifically, it has for its object a transmission gearing in which two shiftable elements or clutches are coupled together and shifting of the same in one direction from neutral effects a drive through one gear ratio and in the other direction from neutral effects direct drive, and while these two clutches are in neutral position, indirect drives may be effected through any one of a number of gear trains,

It further has for its object a transmission gearing where one speed is obtained through a train of gears including a gear keyed to or rotatable with the input shaft and meshing with the gear rotatable about the counter shaft and selectively clutched thereto by one of said clutches, when shifted in one direction from neutral, and another speed is obtained through another gear train including a gear normally rotatable about the input shaft and selectively clutchable to the gear that is keyed to the input shaft to transmit motion to the output shaft through a gear rotatable with the counter shaft.

'I'he invention consists in the novel features and in the combinations and constructions hereinafter set forth and claimed.

In describing this invention, reference is had to the accompanying drawings in which like characters designate corresponding parts in all the views.

Figure 1 is a longitudinal sectional view of a transmission gearing embodying this invention.

Figure 2 is a fragmentary end View looking to the left in Figure 1.

Figure 3 is a fragmentary plan view of the reverse gear,

Figure 4 is a diagrammatic view illustrating the operation of the selecting and shifting lever.

Figure 5 is a fragmentary View of two of the shifting forks and contiguous parts.

I, 2 and 3 designate respectively the input, output and counter shafts of the gearing; the input and output shafts I, 2 being mounted in axial alinernent` inV suitable bearings in the gear box 4, and one having a pilot bearing at 5 in the other. The counter shaft 3 is mounted in suitable bearings in the gear box 4, one of these bearings 6 being inset from one of the end walls of the box.

" gear 25 of which meshes with the gear 8. The

I and B; 9 and I0; II and I2; I3 and I4; I5 and I6; I'I and I8 and I9 and 20 designate trains of gears between the input shaft I and the counter shaft 3 for producing different speeds.

2| and 22 designate the gears of a iinal drive between the counter shaft 3 and the output shaft 2, these being rotatable with or keyed to the shafts 3 and 2 respectively. The gear 1 is also used in a reverse gear train shown in Figure 3 which will be hereinafter described.

Each of these several gear trains includes a shiftable element, which may be a gear itself or a clutch for operatively transmitting its motion from the input shaft I to the counter shaft 3. As here shown, the gear 1 is splined to the input shaft I andv shiftable axially in one direction from neutral, as to the left (Figure i), to shift it into mesh with its companion gear 8 and in the opposite direction from neutral into mesh with the gear 23 of a reverse spool 24, the other reverse spool is mounted on a suitable spindle or stud 26 mounted in the gear box.

First speed or low gear forward is effected n through the gears l, 8; Second rspeed forward is effected through the gears 9, Il); and third speed through the gears II and I2. The gears 9, II are keyed or splined to the input shaftside by side and the gears Ill, I2 are mounted to rotate about L the counter shaft 3 or about collars or bushings on the counter shaft, and are selectively clutchable thereto by a clutch 2l shiftable in one direction, as to the right, to clutch the gear I0 to the counter shaft 3, and in the other direction, as

In to the left, to clutch the gear I2 to the counter shaft 3. The gears 9 and I0 and Il and I2 produce second and third speeds.

The gears I3 and I5 are normally rotatable about the input shaft I or collars or bushings thereon, and the companion gears I4 and I6 are keyed to the counter shaft 3 side by side. The gears I3 and I5 are operatively connected to the input shaft I by a clutch 28 shiftable in one direction, as to the right, to clutch the gear I3 to the input shaft I to effect fourth speed forward,

` and in the opposite direction, or to the left from `meshes with the gear to the right from neutral, into clutching engagement with the hub of the gear 2| of the final drive train, which gear 2| is keyed to the counter shaft 3. The clutch 29 is shiftable idly to the left.

Seventh speed is direct drive between the input and output shafts I, 2 and is effected by a clutch section 3l) slidably splined to the output shaft 2 and shiftable axially in one direction from neutral, as to the left in Figure 1, into engagement with clutch teeth on the input shaft I to connect the input and output shafts together in direct drive relation. It is shiftable idly in the opposite direction, or to the right from neutral, while the clutch section 29 is being shifted to the right to clutch the gear I8 to the counter shaft 3. These two clutches 29 and 30 are shown connected to one shift fork.

Eighth speed forward, which is an over-drive, is accomplished through the gears I9, 20, the gear I 9 being normally rotatable about the input shaft I, it being here shown as rotatable on the hub of the gear l?, which is keyed to the input shaft I, and it is connectable to the shaft I to rotate therewith by means of a clutch section 3| slidably splined on the hub of the gear Ig and shiftabie axially in one direction, as to the right, into engagement with the clutch teeth on the gear IT, which gear il, it will be noted, meshes with the gear i8 which normally idles about the counter shaft 3. Thus, the gearA Il' not only performs the function of transmitting its own motion to the counter shaft 3 and its companion on the counter shaftl 3 clutched thereto, but also serves as a driver for another train of gears, that is, the over-drive including the gears I9, 2li. Also, it will be noted that two gears on the input shaft are keyed to the input shaft, these being the gears 9 and II and the next two gears on the input shaft are rotatable about the input shaft and clutchable thereto, these being the gears I3, l5, while the companion gears of the first two gears 9 and I I are rotatable about the counter shaft and clutchable thereto and the companion gears it and IS of the gears i3 and I are keyed to the counter shaft 3 and that the gear which effects first speed forward and reverse, is shiftable axially of the input shaft I.

In the grouping of the gear trains in the gear box, the gears 9 and II constitute one pair of gears located side by side on the input shaft I and rotatable therewith; i3 and I5 constitute a second pair of gears mounted adjacent the first gear on the input shaft and normally ro"- tatable about the same and clutchable thereto; Il) and I2 constitute a third pair of gears, these meshing with the gears of the first pair and being mounted and rotatable about the counter shaft and selectively clutchable thereto. Id and IS is a fourth pair of gears keyed to the counter shaft and meshing with the second pair of gears. I'I and I Q constitute a fifth pair of gears, one of which, as the gear il, is keyed to the input shaft and the other I3 of which is rotatable about the input shaft and clutchable to the gearY I'l, in order to rotate with the input shaft. I8 and 29 designate the sixth pair of gears meshing with the gears Il. and I9 respectively, one as the gear I8, being rotatable about the counter shaft 3 and selectively clutchable thereto, and the other gear 29 being rotatable with the counter shaft 3, it being here shown as integral vwith the counter shaft. This resultsin a compact arrangement of the gear trains producing five speeds forward and reverse and permitting first speed and reverse to be operated from one shift rod; second and third speeds from one shift rod; and fourth and fifth speeds from one shift rod.

The arrangement of the clutches 29 and 3D coupled together to act as a unit, one shifting idly while the other is shifted into operative position, is another feature adding to the axial compactness of the gearing. The clutch 29, when shifted to the right from neutral, effects sixth speed forward through the gears I'l, I8, the clutch 29 clutching the gear IS to the counter shaft through the hub of the gear 2| of the final drive train and the clutch 35i connecting the input and output shafts I, 2 in direct drive relation, when shifted to the left from neutral.

It will be also noted that the gear I'I, which is keyed to the input shaft I and is the drive gear of the train of gears effecting the sixth speed, is utilized to clutch the gear I9 in driving relation to effect the eighth speed forward or over-drive through the clutch 3| which, when shifted to the right (Figure i), clutches the hub of the gear i9 to the hub of the gear I 7. This arrangement of the clutch 3| and gear Il, clutches 29 and 3f? contributes to the axial compactness of the change-speed gearing embodying considerably more gear changes than are generally used and permits a gearing with a multitude of gear changes to be used in the smallest available space or the space available for gear boxes having less gear changes.

Gear boxes usually have three, four and ve speeds forward and reverse. By this arrangement of gears, eight speeds forward and reverse are practical in the same axial space.

The selecting and gear shifting mechanism includes rods, forks operated thereby, and the selecting and gear shifting lever coacting with selector blocks on the shift rods in the usual manner. 35, 35, 3i, 33 and 39 designate the shift rods slidably mounted in the gear box, as seen in Figure l, or in the cover it thereof. rIfhese are shiftable to effect respectively, first and reverse speeds; second and third; fourth and fifth; sixth and seventh; and eighth speeds. Each of them has a selector block lil, 2, 43, 34 and 45 for coacting with the finger #iii of the selecting and shifting lever, which nas a lateral selecting movement and a fore and aft shifting movement. lil' designates the lover, which is suitably mounted to have a selecting and shifting movement at 38.

in the tower G9 of the cover d. These selector blocks are formed with the usual notches for receiving the finger 55, all of the notches being arranged in alinement when all shift rods are in neutral position. A suitable lock Eil is provided for preventing unconscious shifting into eighth speed or into first and reverse. This lock consists of an axially movable, spring-pressed sleeve slidable on the lower arm of the lever 4'! and arranged to engage a barrier 5l when a shift is to be made into engagement with the Erst and reverse shift rod 35 and into engagement with a barrier 52 when a shift is to be made into engagement with the shift rod 3Q. The springpressed sleeve 5i! is operable out of engagement with the barrier in any suitable manner, not shown, as a grip lever on the handle end of the shifting lever 4T and connected by a rod or link to the lock 56.

56 designates the fork on the first and reverse shift rod 35, thisy fork coacting with a groove in the hub of the gear 7.

fil designates an arm shifted by the second and third shift rod 36, this coacting with a slide t (Figure 5) movable along a guide rod 59 in the casing and having a fork et (Figure 2) coacting with the shiftable clutch 2l which operates to clutch the gears lil and i2 to the counter shaft to effect second and third speeds.

(il designates a fork connected to the shift rod 3l which effects fourth and fifth speeds forward, this fork 6l coacting with the clutch section 23 operable to alternately clutch the gears i3 and l5 to the input shaft l to effect fourth and fifth speeds forward. i

t2 designates an arm shiftable with the shift rod 38 which effects sixth and seventh speeds forward, this arm t2 being similar to the arrn 5l and coacting with the slide @E on the guide rod 59, which slide E3 has a double fork 64 and coacting respectively with the clutches 29 and itil. The clutch 29 operates to clutch the gear iii to the counter shaft to produce sixth speed and the clutch section 3l) operates to connect the input and output shafts i, 2 in direct drive relation to effect seventh speed.

ii@ designates the fork movable with the shift rod 39 and coacting with the clutch section Si which is shiftable in one direction only from neutral to clutch the gear i9 to the gear Il, which gear il is keyed to the input shaft l. When the clutch 3i is operated to clutch the gear i9 to the input shaft l through the gear Il, the eighth speed results which is an overdrive.

By reason of the gear arrangement and the clutch arrangement, a transmission gear of greater capacity, as eight speeds forward and reverse, may be arranged in a minimum axial available space as compared with three or four speeds forward, and the gear changes selected and effected with the usual selecting and shifting mechanism, it being only necessary to add shift rods and their forks.

What we claim is:

1. In a transmission gearing, the combination of input and output shafts arranged in axial alinement, a counter shaft, trains of changespeed gears between the input and counter shafts including selectively operable shiftable elements operable to operatively connect the input and output shafts together through different speed ratios, one of said speed ratios being through a gear on the counter shaft, a final drive train of gears between the counter shaft and the output shaft including gears rotatable with said shafts, the shiftable elements to effect two of said gear ratios including two clutches shiftable as a unit and shiftable in one direction from neutral to clutch one of the gears of the counter shaft to the counter shaft and in the other direction from neutral to connect the input and output shafts together in direct drive relation, and means for selecting and shifting the shiftable elements, and additional selectively operable gear trains between the input shaft and the counter shaft to transmit additional different gear ratios through the final drive gear train to the output shaft.

2. In a transmission gearing, the combination of input and output shafts arranged in axial alinement, a counter shaft, trains of changespeecl gears between the input and counter shafts including selectively operable shiftable elements operable to operatively connect the input and able in one direction from neutral to clutch one of the gears on the counter shaft to the counter shaft and in the other direction from neutral to connect the input and output shafts together in direct drive relation, and a third clutch, one of the trains of gears controlled by one of said two clutches including a gear rotatable with the input shaft and its companion gear on the counter shaft with which one of said two clutches rotates, the other of said trains of gears being controlled by the third clutch comprising a gear normally rotatable about the input shaft, and its companion gear on the counter shaft, the third clutch being operable to connect said gear normally rotatable about the input shaft to said gear on the input shaft normally rotatable therewith.

3. In a transmission gearing, a suitable casing, the combination of input and output shafts journailed in the casing in axial alinement, a counter shaft journalled in the casing, trains of changespeed gears between the input and counter shafts including shiftable members selectively operable to operatively connect the input and counter shafts together through different speed ratios, a final drive train of gears between the counter shaft and the output shaft including gears rotatable with said shafts, said change-speed gears including a pair of gears mounted on and keyed to the input shaft, a second pair of gears rotatable about the input shaft, a third pair of gears normally rotatable about the counter shaft and meshing with the gears keyed to the input shaft, a fourth pair of gears keyed to the counter shaft and meshing with the second pair of gears on the input shaft, a nfth pair of gears mounted on the input shaft, one gear of the fifth pair being keyed to the input shaft and the other rotatable about the same, a sixth pair of gears meshing respectively with the gear of the fifth pair, one being rotatable with the counter shaft and the other about the same respectively, selectively operable clutches, one being operable in opposite directions from neutral to respectively clutch one or the other of the third pair of gears to the counter shaft and a second clutch operable to clutch one or the other of the second pair of gears to the input shaft, a third clutch being operable to clutch the gear of the fifth pair of gears, which is rotatably mounted about the input shaft to the gear of the fifth pair which is keyed to the input shaft, and a fourth clutch operable to clutch the gear of the sixth pair which is rotatably mounted on the counter shaft to the counter shaft, and a fth clutch operable to clutch the input and output shafts directly together, the fourth and fifth clutches being connected together to shift in opposite directions from neutral, as a unit, when shifted in one direction, the fourth clutch operating and the fifth clutch idling, and when shifted in the other direction, the fifth clutch operating and the fourth clutch idling, and means for selecting and operating the clutches.

CARL D. PETERSON. ELMER J. BARTH. 

